Fuel-feeding system



C. POHL.

FUEL FEEDING SYSTEM.

APPLICATION FILED IEB.24, 1920.

1,397,780, Patented Nov. 22, 19217 ft/L9. I j 5 i UNlTEn STATES PArENT OFFICE.

CHARLES POHL, F LOS ANGELES, CALIFORNIA, .AS/SIGNOR TG JOHN 0. KING, 0F LOS i ANGELES, CALIFORNIA.

Specification of Letters Patent.

Patented Nov. 22, 1921.

Application filed February 24, 1920. Serial No. 360,961.'

To all whom t/may concern.'v Be it known that I, CHARLES PoHL, a citizen of the United States, residing at Los.

Angeles, in the county of Los Angeles and State of California, have invented a new and useful Fuel-Feedin System, of which the following is a speci cation.

This invention relates to liquid carbureting systems and is more particularly directed to auxiliary carbureting means for supplying a combustible mixture to an internal combustion engine, automatically controlled by the speed of the engine and independent of the main carbureter.

The object of the invention is to provide an improved system of liquid fuel carburizationl which consists of combining a fuel mist drawn from the gasolene supply tank above the liquid level, with warm moist air drawn from the water cooling system of the engine above the water level and with free air, and entraining the resulting combustible mixture into the mtake manifold of the engine be.- tween the engine and main carbureter, and which further consists of automatically controlling the mixture by the speed of the enine. A further object is to provide an adgustable means for independently controlling the volume of free air introduced into the mixture.

Other objects relate to the combination of elements and arrangement of parts utilized in applying the system to the standard form of automobile engine and equipment.

Various other objects and advanta es will be more fully apparent from the fo lowing description of the accompanying drawings, which form a part of this disclosure, and which illustrate a preferred form of embodiment of the invention.

Of the drawings:

Figure 1 is an elevation of a conventional automobile engine, radiator and gasolene supply tank, showing the application of my improved device thereto.

Fig. 2 is an enlarged section on line :v2-? of Eig. 4.

Fig. 3 is la section on line .fc3- w3 of Fig. 2.

Fig. 4 is an enlarged section on linev m4- of Fig. 1.

In the drawings, 1 designates the engine having the usual exhaust manifold 2, the intake manifold 3, and the main carbureter 4. The radiator 5 connects in the usual manner with the water cooling system of the engine and has the filling spout 6 closed by the screw cap `7 The gasolene supply tank 81s located at any desired point removed from the engine and is connected with the main carbureter 4 by the supply conduit l0. An elbow fittin 11 is screw-threaded into the intake mani old 3 and connects with an auxiliary control valve fitting 12 providing a valve chamber 30 having a valve seat 13 and a cooperating ball valve 14 normally yieldingly retained upon said seat by a sprin 15. Connected to the fitting 12 is a T-fitting 16 provided with a mixlng tube 17, one end thereof being provided with a cup-shaped breaking screen 18 and connected by a conduit 19 to the top of the gasolene supply tank 8 above the liquid level. As shown, the connection is through the filling cap 20 but it is obvious that it may connect through any portion of the tank which is above the liquid level. The filling cap is provided with the usual safety vent 21.

The opposite end of the mixing tube 17 communicates with a conduit 22 extending forwardly and upwardly to an elbow fitting 23, said conduit havin an intermediate cooling coil 24, and the fitting 23 lconnecting with a conduit-25 extending through the wall of the radiator 5 and upwardly into the filling spout 6 above the wat/er level.

The valve fitting 12 has a lateral threaded boss provided with a central secondary air port 26 communicating with the valve chamber 30,- and a plurality of primary air ports 27 also communicating with the valve chamber. The port 26 is controlled by a ball valve 28 engaging a valve seat 29 and normally maintained in engagement with said seat by a collar 31 having a screw-threaded engagement on the boss and provided with air ports 32 which continuously supply air to the primary air ports 27 andl a central port 33, normally closed by the ball valve 28.

While I have shown the primary air ports 27 as communicating 'with the interior of the collar or cap 31, it will be obvious that they could, without affecting their function, be positioned to lead directly lto the atmosphere.

In starting the engine, the mixture is supplied in the usual manner by the main carbureter, the control valve 14 being retained lin closed position until the engine gains speed .and creates suflicient suction to overcome the tension of the valve spring 15 after which said valve opens and closes various degrees cordmate to the Varlous engine speeds. The primary free air drawn through the open ports 27 is just of sufficient volume to meet the minimum requirements for free air and when a greater volume of free air is required to meet varying atmospheric conditions or when a standard sized device is applied to a large engine requiring more free air, the collar or cap 31 is unscrewed, .allowing the vball valve 28 to drop away from the valve seat 29 and the central port 33 in the collar to admit additional free air to the valve chamber 30 through the secondary air port 26.

This mechanism provides for a minimum constant primary supply of free air and a varying secondary supply of free air independently controlled to meet varying conditions.

The agitation of the gasolene inthe supply tank 8,by the vibration of the engine and the trave of the automobile, creates a fog or fuel mist within the upper portion of the tank, and this fuel mist, already in nely divided form, is drawn through the conduit 19 and through the breaking screen 18 which further breaks up the fuel mist, presenting it to the mixing tube 17 in the most finely divided form where it is combined With the warm moist air which is simultaneously drawn through the conduits 22 and 25 from the radiator 5, to form a. perfect combustible mixture.

An intermediate cooling coil 24 is provided in the conduit 22 to reduce the temperature of the air or vapor drawn from the radiator. Y

This system of carburization produces a full va orization of all the fuel drawn into thaengme and produces a full clean explosion thereof. This prevents overheating and the accumulation of carbon both of which are caused by foul explosions.

In utilizing the fuel vapors created Ain the fuel tankl save a large portion of this rich fuel impregnated a1r which would, under ordinary conditions, be lost through the safety. vent of the tank.

I claim:

1. The combination, with an internal combustion engine, of a valve fitting communieating with the intake manifold, .a mixing tube combining moist air and fuel vapor and communicating with said fitting, a check valve in the valve fitting controlling the flow of mixture from the mixing tube to the engine, and means admitting outside .air to the fitting between the manifold andy the check valve.

2. The combination, with an internal combustion engine, of a valvel fitting communieating with the intake manifold, a mixing tube combining moist air and fuel vapor and communicating withv said fitting, a check Valve in the valve fitting controlling the flow of mixture from the mixing tube to the engine, means admitting a fixed amount of outside air to the fitting between the manifold and the check valve, and a second means adjustable to admit an additional amount of free air to said fitting.

Signed at Los Angeles, California this 12th day of February, 1920.

p CHARLES POHL.

Witnesses:

CLARENCE B. FOSTER, L. BELLE WEAVER. 

